OUT OF THE SNOW, INTO THE PARKING MESS

March 16, 2015

Parking is a problem. When it snows it’s a nightmare. We start looking around, getting frustrated, maybe nasty. There seem to be parking spots everywhere except where we want to go. Parking is the explosive trap door of community transportation meetings – anything that reduces the number of spots anywhere evokes outcry. This winter’s climate craziness has pushed people from frustration into pathology — angry notes, slashed tires, off-road rage. Forgive us, neighbors, we have space saved.

At a recent meeting of the LivableStreets Alliance Advocacy Committee, Board member Charlie Denison led a brainstorming session about how the current parking situation in Boston isn’t really benefiting anyone, especially drivers themselves. The ideas range from snow-related strategies to general management of residential and commercial parking to long-term ways to reduce the overall demand. Just as the snow finally forced state leaders to acknowledge the desperate condition of the MBTA, maybe we can use this crisis to begin addressing the parking problem as well in both residential and commercial areas, by both addressing parking policies and the city-design need for it. Here’s my take on what came up during the brainstorm…

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PARKWAYS MOVING FORWARD: DCR is Not The Highway Department

January 20, 2015

It’s a pleasure to be able to praise a government agency: civil servants who try to live up to their public service mission are over-worked and underpaid relative to private sector peers – and always under appreciated! It’s particularly a pleasure to praise the Department of Conservation and Recreation’s (DCR), a woefully underfunded agency whose roadway department has been exasperatingly difficult to work with in the past.   Which is why we have to hope that newly inaugurated Governor Baker’s announcement of a freeze on hiring and contracting will not derail DCR’s historic commitment to create an updated Master conceptual Plan for how their metro-region parkways can reclaim their Olmstedian heritage and be once again made more park-like and more bike-and-pedestrian-friendly — as well as estimates of what it would cost to properly operate such a system.

However, even in the midst of the freeze and while the Agency waits to hear who will be appointed to be its next Commissioner, there should be no delay in beginning to fulfill the promise to also make DCR’s prioritization and decision-making processes better able to incorporate community and stakeholder suggestions. The newly formed Urban Paths and Parkways Advisory Committee (UPPAC) is an obvious way to draw on the expertise of people who often know more about both local needs and national best-practices than DCR’s own too-small and over-burdened road engineering staff.

In addition, even if budget constraints slow down DCR’s recent string of successful capital projects, the Agency should move forward on its decision to re-think its approach to Parkway maintenance – incorporating the new vision into repaving and striping is a low-cost way of making meaningful improvements even when funding for big project is unavailable.

There is a palpable enthusiasm among people around the region at the prospect of a full, safe network of Greenways reaching out from the urban core to the entire metro area. Although DCR’s new direction was announced in the final days of the Patrick Administration little action has occurred. The incoming state leaders can easily take over and treat them as their own.   And if they do, they will find a lot of people eager to work with them.

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OLYMPIC OPPORTUNITY? — Region Gains Only If We Demand the Benefits First

January 12, 2015

The best and perhaps only argument for holding the 2024 Summer Olympics in Boston (and Cambridge) is that the deadlines and international media scrutiny will force us – meaning city, state, and federal governments as well as local universities – to make the infrastructure investments that we already know are needed but that are unlikely to occur given current budget pressures. The promise is that most of the billions of taxpayer dollars spent on a “car-free” Olympics will be used for upgraded public transportation and walking/bicycling facilities, for expanded student dormitories around local colleges and family-sized affordable housing, and general landscape improvements.

What if it could be so? (Full disclosure: I’d like to have one of the promised improvements be the Greenway Links project – a seamless network of walking and bicycling corridors for recreation and travel by people of all ages and abilities – that I’ve been working on for the past few years.)

FISCAL BLACK HOLE

Unfortunately, there are a lot more believable anti-Olympics arguments. Despite Mayor Walsh’s scheduling of a series of public meetings, the arrogant and secretive process so far by an elite group of self-interested corporate giants makes it hard to believe either that we’ll get to know everything they’ve got up their sleeves or that they will incorporate any but the most superficial public input suggestions.

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COMMONWEALTH AVENUE: Grand Boulevard, Dangerous Street

January 6, 2015

Stretching from the Public Garden out to Weston, Commonwealth Avenue meanders past sculptured medians, historic parks, heartbreaking hills, ponds and rivers, and an enormous number of residences and businesses. Although various crossings are frustratingly congested, in general the number of cars has been steadily dropping while the number of trolley passengers, bicyclists, pedestrians, and runners has been steadily increasing. The busiest sections are the least fancy: the Mass Ave. crossing, Kenmore Square and the BU corridor, Packards corner to around Warren Street. The BU bridge area is the thickest of all with huge numbers of rushing students, growing cohorts of cyclists, and frustrated car drivers trying to squeeze through the spaghetti mess from Longwood Medical Area to Storrow or (via Cambridge) the Mass Pike. Much of the rest of Comm Ave has relatively light (and therefore, because of the invitingly wide lanes, fast) car traffic.

Comm. Ave has been undergoing periodic renovations and re-inventions almost from the day the first luxurious Back Bay section was built in the mid-1800s. The straight Kenmore to Packards Corner section came later in the century and the curvy section up to the elegant Chestnut Hill Reservoir came near the end of the 1800s based on a landscaped Olmsted design, eventually linking up with a fancy boulevard in Newton. In the early 1900s the street cars were added to promote development, today’s Green Line. And from the 1950s onward an increasing amount of the huge width has been devoted to cars – moving, turning, and parking (as well as purchasing, fixing, refueling).   In the words of Allston activist, Matt Danish, (drawing on the writings of Bill Marchione published at http://bahistory.org) the city made the road more car friendly by “cutting down more trees and laying asphalt over even more portions of the remaining grass mall. Large parking areas were created near Harvard Ave, taking the place of much of the remaining parkland. At Warren Street, an entirely new motorway was cut into the grassy side of the hill, and westbound traffic diverted across the tracks at a strange angle that persists to this day: as anyone familiar with that intersection can attest. Later, a fence was erected down the middle of the MBTA reservation, literally splitting the Allston community in two.”

Each of the changes set the tone of the Avenue for decades afterwards. Today, we’re just emerging from the “let’s make it a highway” epoch. What comes next will help define not only this historic corridor but the Walsh Administration’s transportation vision and the relationship they see between roads and the kind of city Boston will become.

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WALSH ADMINISTRATION NEEDS A TRANSPORTATION MAP: Which Way On Comm. Ave. Design?

December 15, 2014

Mayor Marty Walsh visibly cares about helping underserved communities. And he is aggressively promoting the continuing building boom and accompanying (construction) jobs, as expressed in his statement to the Chamber of Commerce that “we hit the ground running…in development, education, housing, public health, and infrastructure.”  Unfortunately, it appears that the Mayor currently includes transportation as just a part of “infrastructure”, rather than a distinct critical element of city policy –streets and transportation are treated simply as extensions of the more important “building blocks” listed in his speech.

However, leverage also moves in the other direction: a city’s transportation systems set the context for and unleash energy in land use, job creation, and neighborhood improvement. Repeated studies show that both walkability and bikeability promote business growth, resident satisfaction, and public health.  Walsh’s recent promotion of transit-oriented development as key to the development of affordable housing, as well as his cooperation in branding the Red Line as a “Life Science Corridor”, are tacit acknowledgements of this relationship. And it’s true that certain stand-alone issues have gotten attention: late night bus service for downtown businesses, emergency fixes for the Seaport’s entry/exit mess, and the inevitable neighborhood complaints about parking.   But this is not a holistic vision. So far, his senior staff have not treated transportation as its own systemic entry-point for urban issues and quality of life.

POSITIVE SIGNS

A more holistic approach may emerge from Walsh’s promise to have transportation staff walk through every neighborhood noting problems. And, following a recommendation of his Transition Team, Walsh has appointed an Advisory Committee charged with the development of a “Boston Urban Mobility Plan”. (Full disclosure: LivableStreets has a representative on that committee.) Currently, however, this is simply a two-year process of soliciting public input rather than a commitment to action. So far, none of this yet adds up to a vision capable of generating policies and action that leverage transportation spending into better lives for all Boston residents and commuters.

In the meantime, Boston’s award-winning Complete Streets Guidelines have not been officially adopted as policy, although (fortunately) there are some staff people who are still trying to integrate its state-of-the-art good ideas into road designs. The slow-down is even more pronounced in the once thriving effort to make Boston a “world class city for bicycling” – which is often the opening wedge for improvements for pedestrians and transit users as well. The city’s Bicycle Network Plan is no longer referenced, much less used as a guide for street work. This despite the admittance by senior Walsh staffers that bicycle advocates were one of the most organized, visible, and vocal constituents of the mayoral election. According to the Boston Cyclists Union newsletter, “Outside of the addition of paint to a few locations such as Cambridge St. in Allston, and the groundbreaking new truck sideguards ordinance pushed by the Mayor himself, the city’s progress on bike safety has slowed significantly in 2014. Public meetings on and talk of the cycletrack around the Public Garden have evaporated. The plan for the first contraflow lane on Hemenway Street in the Fenway neighborhoods has been shelved without notice. A bike lane set to be added to a key connection for South Boston residents–the W. 4th St. Bridge–has been put on hold.” We can only hope that the recent bike ride that Mayor Walsh took with people from the Cyclists Union, Bikes Not Bombs, LivableStreets, and the Roxbury/Dorchester neighborhood signals increased interest in this issue.

Ironically, the most powerful current inducement for improvement in non-car transportation – subway, trolley, bus, bicycling, and walking – comes from the controversial effort to bring the 2024 Olympics to Boston. The Boston 2024 Olympic Committee is seeking to distinguish its bid and keep taxpayer costs down by describing their vision as a “car free” event – based on the assumption that city and state governments will construct nearly all of the proposed non-car-focused transportation improvements listed in various planning documents and bond authorization bills.

REDUCING THE COMMON WEALTH

Transportation’s current low priority within the Walsh Administration is shown most clearly in the lack of top-level vision and leadership given to the Boston Transportation Department (BTD) and the Department of Public Works (DPW). Though Walsh committed to filling all cabinet positions by year’s end, there is no public evidence of any progress in searches for either new departmental Commissioners or for the cabinet-level Director who is supposed to be in charge of both. So both agencies have temporary Acting Commissioners left over from the Menino era.

The leadership vacuum has resulted in internal maneuverings to protect department turf and the individualizing of design approaches – whomever was once assigned a project holds on and does it his own way. One of the most painful examples of this lack of coherence has been the conflicting plans and different public input process for different sections of Commonwealth Avenue – a problem exacerbated by Boston University’s and it’s consultant’s commitment to an out-of-date, car-centric perspective on safety.

Everyone agrees that Comm. Ave. desperately needs improvement.   It’s got the highest number of pedestrians and bicyclists of any road in the city, along with congestion-causing numbers of trucks and cars, and the slowest trolley system in the urban area. However, the sections of this extremely busy street being designed by the BTD for the BU Bridge to Packards Corner blocks (aka Phase 2A) are following very different public-input process and incorporating very different design philosophies than the sections being designed by the DPW covering Packards Corner to Warren/Kelton Street (aka Phases 3 & 4).  Ironically, given DPW’s past reputation as being hostile to anything that would impede car movement, the DPW now seem much more responsive to public suggestion and more progressive in their willingness to incorporate multi-modal facilities than the left-over BTD leadership.

BTD MIS-SETPS

The Boston Transportation Department, under its current temporary leadership, has flagrantly violated its own public-input protocols.   There was no “concept-stage” opportunity for suggestions, a total lack of response to the written suggestions community members and advocates sent in after the 25%-of-design meeting several years ago and again more recently after realizing that plans were being rushed towards completion, and so far the only 75%-of-design-completion “public meeting” was one called by BU students and the BU Bikes group.

In addition, despite BTD’s role in creating the city’s Complete Streets Guidelines, the original BTD design for the BU Bridge to Packards Corner section is car-centric and lacks the components that most Advocates think are needed: protected bike lanes (cycle tracks), raised crosswalks and wider sidewalks (the plan actually proposes to narrow sidewalks), additional and improved crossings (especially around the Star Market and Babcock T crossing), faster Green Line travel, and traffic-calming narrower lanes and sharper turns (the plan calls for wider car lanes and “softer” turns) – not to mention the cutting down of mature trees and limitations on sidewalk cafes that the design requires.

It is only because of an enormous effort, led by BU’s own students with the support of the city’s transportation Advocacy groups (whose increasingly tight coalition has significantly increased their impact), that BTD is finally bending. Advocacy groups working in support of the students have come up with a united vision of how to include improvements for trolley passengers, pedestrians, bicyclists, and cars.   And it appears that the public pressure is forcing BTD to make some improvements, although even those are complicated by lack of coordination with MBTA plans to upgrade and consolidate its Green Line trolley stops in the area to comply with ADA regulations. The good news is that Acting Transportation Department Commissioner Jim Gilooly has publicly stated that “the one decision you can take to the bank is…there will be significant improvement, if not dramatic improvement,” from the original plans – although no one yet knows what he means by that – a concern increased by BTD and the BU Administration’s current touting of another inadequate approach that would simply widen bike lanes rather than create physically separated space.

It’s time for Mayor Walsh to step in. Transportation is too important to be left to squabbling departments. We need a vision that starts from the reality that the economic growth we seek creates population (or at least employment) growth and therefore increased transportation needs – which will inescapably lead to increased car congestion (and pollution) unless we massively increase the availability and attractiveness of other modes. We need good leadership. We need to take advantage of this long-delayed upgrading of Commonwealth Avenue to make it the safe, efficient, multi-modal, Walsh Administration precedent-setting transportation corridor that it needs to be.

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Thanks to Matt Danish for his encyclopedic knowledge about Commonwealth Avenue and to the many people whose anecdotes and comments have shaped my perception of the new Administration. The opiniions are, of course, totally my own.

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Related previous posts:

> FROM BETTER TO WORSE ON COMMONWEALTH AVE: City Leaders Need To Step Up For Their Own Policies

> MOVING BEYOND CAR LEVEL OF SERVICE (LOS): Measurable and Meaningful Criteria for Transportation Investments, Project Designs, and Development Mitigation (revised)

> EFFECTIVE AND DEMOCRATIC CITY (AND TRANSPORTATION) PLANNING: Neither Top-Down nor Bottom-Up Is Enough

> SLOWING TRAFFIC TO A TARGET SPEED: How To Make Our Streets Safer

> MODELING POSITIVE CITY-CONSTITUENCY RELATIONS: How Boston’s Transportation Department is Working with the Bicycling Community – and Creating Better Roads

WALK, BIKE, RUN: Unity and Tension In Non-Motorized Alliances

December 8, 2014

It wasn’t that long ago that Boston’s walking, bicycling, and transit advocacy groups saw each other as part of the problem. Faced with the hostile fragmentation, government policy-makers moved slowly or not at all. Boston wasn’t unusual. To the extent that cities had active transportation advocacy groups, the discordance was common.

Today, urban areas (and some states) have two general types of much-more coordinated active-transportation activism. In many cities the dominant group is an all-inclusive alliance of non-motorized movers such as New York-based Transportation Alternatives that combines walkers, joggers, runners, and cyclists. In other cities, mode-specific groups lead the way although they tend to work in partnership with each other. Boston has both: LivableStreets Alliance has, from its inception 10 years ago, seen itself as representing both foot and wheels; the other major advocacy groups – Boston Cyclists Union, MassBike, WalkBoston – maintain their single-mode foci.

Because there have been few walking-oriented advocacy groups around the nation (America Walks, the national coalition, is less than 10 years old), much of the national trend towards inclusivity seems to come from former bicycle-only groups expanding their scope, an evolution that makes enormous political sense since bicyclists are a small but well organized minority while walkers comprise a majority but are generally unorganized. Together they have many times the clout against their common enemy – our society’s car-centric infrastructure, policies, and cultural tendencies. However, whether internalized in one group or as a coalition among several, the emerging multi-modal alliance is not as deep or as tight as it needs to be in order to survive the coming challenges raised by more conservative political leadership at several levels of government. We need, to paraphrase Ben Franklin, to move together or we shall all go nowhere.

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THE DANGERS OF SAFETY: Why Focusing on Car Accidents May Hurt Our Health

November 18, 2014

Everyone officially puts “safety first.” Everyone wants to prevent accidents. Car crashes are treated as lead stories on TV news – the images are horrific and we all fear our vulnerability. But, in fact, our roads are safer than ever. In 1956, when Interstate construction began, the national fatality rate was 6.05 per 100 million Vehicle Miles Traveled (VMT). By 2011, the fatality rate had dropped to 0.8 per 100 million VMT on the Interstate and 1.1 (the lowest ever recorded) nationwide, even though about 85% of people including those in metro areas, still get to work by car. (Massachusetts has the nation’s lowest fatality rate, 0.62!)

Studies have shown, and the Traffic Engineering Profession has internalized, that highway accidents go down when there are wide lanes, gentle curves, no sight-line obstructing hills, limited entering/exiting locations with long ramps, no visual distractions other than large and uniform directional signage, and the absence of slower or more vulnerable traffic.   The Interstate is safest when it is “error tolerant” and forgiving of driver distraction. (Other contributors along the same lines: slide-resistant pavement, break-away sign and light poles, and better guardrails.

But the reality is that safety lapses aren’t the biggest transportation-related source of injury. In fact, putting too much emphasis on preventing car crashes can make non-highway streets more dangerous – not only for pedestrians and cyclists but also for car occupants! Car accidents cause half as many deaths and several multiples fewer health problems than transportation-caused air, water, and noise pollution.   The amount of paved land in our cities makes us more vulnerable to climate change, rising temperatures, and floods while housing sprawl makes us less resilient in terms of agriculture and disaster-recovery.   Most subtly, life in and around automobiles changes the way we relate to our neighbors and friends, reducing our collective social capital and our individual life style satisfaction.

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ROADS ARE NOT THE DESTINATION: Celebration and Concern on the MassPike (Allston-I-90) Project

November 11, 2014

As our nation has painfully learned over the past fifty years from the destructive practices of the Interstate’s old scorched-earth invasion, focusing a transportation planning process on the need to satisfy car traffic trends is dangerous. (Full disclosure: I live in a house that was supposed to be ripped down for construction of the stopped-at-the-last-minute Inner Belt highway.) It’s a bit like the stories about the surgeon who announces that the operation was a success although unfortunately the patient died. Other than in romantic road movies, mobility is not a goal in itself. We move in order to accomplish something. Transportation is simply a means to an end.

So we in the Commonwealth can be proud that MassDOT’s 2006 Highway Design Guide was a national leader in its inclusion of pedestrian and bicycle facilities and its insistence on Context Sensitive approaches – designing a road starting “from the outside” of the right-of-way then “working inwards” to the road itself, meaning taking into account both the nature of its surroundings and the space needed for sidewalks and bicycle facilities.   The even more assertive subsequent (and also nationally admired) policies – the Healthy Transportation Compact and Directive, the Greenhouse Gas Reduction goals and GreenDOT program, the Mode Shift and Transportation Oriented Development Initiatives – all build on the strengths of the Design Guide. These policies recognize that while car travel is and will continue to be a vital part of many people’s daily lives and our state’s economic activity, our future prosperity and well-being depends on our ability to re-balance our lopsidedly car-centric transportation system and investments by putting a lot more attention (and money) into transit, bicycling, and walking facilities.

Of course, we’ve all sworn to ourselves to change an old way of doing something, only to fall back into old patterns soon after.   Going from decision to habit – or from policy to implementation, and then to institutionalized default – requires paying attention, not giving up, and a willingness to correct the inevitable missteps. It requires accepting that transportation design must be used as a tool for moving us towards a desired future rather than simply a reflection of current trends. Which is why what’s happening with MassDOT’s Allston-I-90 Realignment Project, a quarter-billion dollar project creating a major Gateway into Boston and Cambridge, is both heartening and worrisome.

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TRUCKIN’ ON: Reducing the danger of Trucks and other Large Vehicles

October 28, 2014

Trucks are only 4% of vehicles in the United States but cause about 7% of pedestrian fatalities and 11% of cyclist fatalities. The disparity is even higher in urban areas – a London analysis found that the 4% of vehicles that were trucks were involved in nearly 53% of cyclist fatalities. In Boston, 7 out of 9 cyclist fatalities in 2012-13 involved trucks or buses. Many of those deaths were preventable.

Of the pedestrians and cyclists killed by trucks in the US, one-quarter and one-half, respectively, are first hit by the side of the truck, then fall under the rear wheels and are crushed as the vehicle turns. Almost all of those deaths were preventable.

There are a variety of reasons for the deadliness of these interactions: individual behavior, the legal and cultural decision-making context created by law and regulation and public campaigns, the design of roads and intersections, and the nature of the vehicles themselves.  Paying attention to these will help prevent accidents. But no matter how careful we are, some accidents will happen and it is inexcusable to not implement the proven, relatively easy and inexpensive way to reduce the severity of the resulting injuries: putting side-guards on trucks and wheel-guards on buses. It’s time to move.  Continue Reading »

MAKING “COMPETE STREET” OPERATIONAL: MassDOT Actives “Active Streets Certification (and Grant)” Program

August 20, 2014

City after city has found that making their streets safer and friendly for everyone – more walkable, bikeable, transit accessible and “socializable” – makes them more attractive to current and prospective residents and businesses. Not to mention the positive impact on reducing pollution, promoting public health, and dealing with climate change issues. The basic idea of a Complete Street is pretty straightforward: a travel corridor that has specific infrastructure for all modes including cars, bikes, foot, and (if present) buses, trucks, and trolleys. (Although having a multi-use – bike and walk – path alongside a railroad track is now allowed in Massachusetts, this combination is beyond the scope of most Complete Streets policies.)

However, turning this goal into design is complicated. Often, motor-focused traffic engineers continue to prioritize car capacity while including the minimally allowed “amenities” for everything else. Even well-meaning designers have trouble identifying and balancing possible friction points between pedestrians and cyclists. And few, if any, US Transportation Agencies have picked up on the European insight that the best way to relieve urban car and transit congestion is to decisively prioritize bicycling.

While some Complete Streets action occurs on the initiative of individual road designers, a more typical starting point is the adoption of an agency, municipal, or state-wide Complete Streets policy – a signifying event also endorsed by the National Complete Streets Coalition (now part of the national Smart Growth Alliance).

In Massachusetts, several broad coalitions including the ACT Fresh Coalition organized by the Mass Public Health Association and the Transportation for Massachusetts Coalition (T4Mass), pushed for and won Legislative inclusion of a $50 million Complete Streets Certification And Grant Program (H.4046 Acts of 2014) as part of the state’s recent Transportation Bond Bill. (Full disclosure: LivableStreets Alliance is part of ACT Fresh and I sit on the Coalition’s Steering Committee.) Being part of the Bond Bill means that the Administration has the authority to set up the program, but does not imply any requirement that it do so. Given the huge unfunded backlog of maintenance, repair, and new transportation projects it was not totally surprising that MassDOT initially decided to postpone activating this program.

However, in response to urgings from advocates, and in line with its own increasingly progressive policies, MassDOT has just announced that it will craft rules and procedures for the program, and perhaps even distribute “seed funds” this fall, before we all have to start over with the next Governor. Not only does this begin creating a “carrot” that will entice additional municipalities to move forward on this issue, it also positions the program for a quick ramp up under the next Administration.

Building on the National Complete Streets Coalition suggestions, the advocacy coalitions have also made some key recommendations for what criteria should be required for Complete Streets Certification. The recommendations state that while communities that have begun work on Complete Streets through the creation of Guidelines (e.g. Boston’s Complete Streets Design Guidelines, Cambridge’s Vehicle Trip Reduction and Parking Demand Management ordinances) should be recognized and eligible for some funding, it is important that the Certification Program set official adoption by the Board of Selection/City Council of a resolution or policy, by-law, or ordinance as the goal. The policy should, at a minimum, include the following:

> Acknowledgement that all projects on every road in the jurisdiction – whether state- or city-owned – are potential opportunities to include Complete Streets elements and a commitment that every maintenance, repair, full or partial reconstruction, sewer/water or utility work, or new construction/expansion activity implement the policy – including all Private Developments;

>The creation or identification of a municipal body or municipal staff (e.g., working group, task force, official committee, planning staff, transportation staff, etc.) to advise decision makers on implementation;

> Establishment or confirmation of a Review Process for Private Developments to ensure both that interior roads follow Complete Streets guidelines and that new gaps are not created in the area’s bicycle and pedestrian network;

> Provisions for clear and accountable exceptions to the policy;

> Identification and regular updating of information and training on best practices and resources for implementing Complete Streets;

> Base-line mode-share and accident data (particularly for pedestrians and bicyclists) be collected and, along with Complete Street mileage data, regularly shared with MassDOT – most simply by doing counts at specific locations at certain times twice a year for as long as a municipality is receiving funding, especially before and after Complete Streets improvements are done on a street or intersection.

To ensure that less affluent communities or communities with less planning staff capacity could benefit as much as possible from the program, the Legislation requires that at least a third of the funds be awarded to municipalities with a median household income below that Commonwealth’s average. The Coalition builds on that innovative beginning to propose that 10% of the funds be given to municipalities for Phase I work — capacity building to be used primarily for the non-construction type of work. Once an official policy was adopted, the project-ready municipality would be eligible for design and construction-oriented Phase II funds.

The full text of the Coalition’s letter outlining their recommendations follows…

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